varley



R. VARLEY.

CIRCUIT BREAKER AND CONTROLLING MECHANISM.

APPLICATION FILED SEPT-18,1919.

1,438,002. Patented Dec. 5,1922.

WITNESS: 1N VEN TOR.

R. VARLEY.

CIRCUIT BREAKER AND CONTROLLING MECHANISM.

APPLICATION FILED SEPT-18,1919.

1,438,002, Patented Dec. 5, 1922.

3 SHEETSSHEET 2.

Q K V. BY

A TTORNEYS.

R. VARLEY.

CIRCUIT BREAKER AND CONTROLLING MECHANISM.

APPLICATION FILED SEPT. 18, 1919.

1,438,002, Patented Dec. 5, 1922.

3 SHEETSSHEET 3.

W I TNESS:

INVEN TOR.

(I A TT RNEYS'.

Patented Dec. 5, 1922.

UNITED STATES 1,438,002 PATENT OFFICE.

RICHARD VARLEY, OF ENGLEWOOD, NEW JERSEY, ASSIGNOR TO VARLEY DUPLEX MAGNET COMPANY, A CORPORATION OF NEW JERSEY.

CIRCUIT BREAKER AND CONTROLLING MECHANISM.

Application filed September 18, 1919. Serial No. 324,450.

T 0 all whom it may concern:

Be it known that I, RICHARD VARLEY, a citizen of the United States, residing at Englewood, in the county of Bergen and State of New Jersey, have invented certain new and useful Improvements in Circuit Breakers and Controlling Mechanism, of which the following is a full, clear, and exact description.

The principal application of my invention is to the internal combustion engines of automobiles, and it relates particularly to means for controlling the ignition circuit of such engines. More especiallyit relates to means for controlling the breaker system in the ignition circuit either to regulate the occurrence of the spark in the cycle of the engine, or to regulate the relation between the periods of open and closed condition of the breaker contacts for each actuation. of the cam follower, or to effect both regulations.

The occurrence of the spark is ordinarily regulated by relatively angularly adjusting the breaker cam and cam follower concentrically with the cam, that is, about the axis of the cam as a center, the spark being advanced as the speed of the engine increases.

The length of time that the breaker contacts are left closed for each actuation of the cam follower is known as the electrical dwell, and manifestly this dwell must be for a sufficient period to properly energize the spark coil. In practice this dwell should be substantially constant at all engine speeds, and for this purpose the duration of the open condition of the contacts must be relatively less at high engine speeds than it is at low engine speeds.

An object of my invention is to provide suitable automatically controlled means responsive to the speed of the engine for altering the angular relation of the cam and cam follower to effect the regulations referred to.

Still other objects and advantages of my invention will appear from the following description.

In accordance with my invention the breaker system is mounted on a turn table or other adjustable support, and suitable automatic means responsive to the speed of the engine are em loyed to effect the desired adjustment. I it is" desired to regulate the occurrence of the spark only the turn table is pivoted concentrically of the cam, while if it is desired to regulate the relative duration of electrical dwell, the turn table is pivoted eccentrically of the axis of the earn, as is disclosed, for example, in the co-pending application of- James C. Anderson, filed August22, 1919, Serial Number 319,092. As an instance of means for actuating the turn table responsive to the speed of the engine, I may employ the liquid friction transmission device disclosed in my copending application filed August 1, 1919, Serial Number 314,643.

My invention also includes other features of construction and arrangementsof parts as will hereinafter more fully appear.

I shall now describe the illustrated embodiments of my invention and shall thereafter point out my invention in claims.

Fig. 1 is a central sectional elevation of one embodiment of my invention;

Fig. 2 is a plan of the same with the cover removed;

Fig. 3 is a plan of a different embodiment of my invention;

Fig. 4 is a longitudinal sectional elevation of the same;

Fig. 5 is a horizontal section of the same;

. Fig. 6 is a plan of the governor and associated parts in position of rest;

Fig. 7 is a similar view showing the position assumed by the parts when the governor is rotating;

Fig. 8 is a bottom plan of the parts as shown in Figure 6;

Fig. 9 is a similar View of the parts as shown in Figure 7 Fig. 10 is a sectional detail on line 101O of Figure 5; and

Fig. 11 is a plan of still another embodiment of my invention.

In the construction illustrated in Figures 1 and 2 the automatic adjustment serves only to advance or retard the spark. The transmission responds to the speed of the engine and adjusts the angular position of a turn table on which the breaker system is mounted, and which is pivoted concentrically of the breaker cam shaft. The type of transmission selected for illustration is that described and claimed in my co-pending application, Serial Number 314,643.

A vertical operating shaft 1 of the transmission is driven from the engine and carries the breaker cam 2 on its upper end.

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The primary member oi t e liquid friction drive comprises an annular metallic c'u-pshaped member 3 secured axially upon the shalt 1 immediately above an antitriction bearing from which is spaced by a narrow collar The secondary member 4 rests on top of the primary member and is an annu= his provided its inner edge with a hub portion which loosely surrounds the center hortion oi the primary nriember and there lore is free turn thereon. A suitable cover encloses the device.

The primary met her 3 is provided with a plurality of concentric ilanges 3 intermediate oi which are similar depending flanges t on the secondary member. The device is partially tilled with oil or other liquid which serves to couple two members andtransmit a torque to the secondary member.

As in the construction of my said so pending the distributor contacts 8. The tlier distributor member 9 is also an annulus oi bakelite or the like which is provided with a conducting ring it) on its bottom edge, the flier ll extendin up therefrom into co-op- 'erative relation to the stationary contacts current is conducted the ring ill by a brush 12. While the base 6 and the parts carried thereby are stationary in the operation of the device, they are manually angu larly adjustable relative to the internal rotative parts through the manipulation of a link 13 tor a purpose which will hereinafter appear.

The stationary contact member i l and the movable contact member 15 with its cam. follower 16 are carried by a turn table 17 pivoted concentrica ly of the shalt l. llt is therefore evident that any angular adjustment of the turn table correspondingly va rics the occurrence of the sparlr. The cam 2 is rotated clockwise as viewed in Figure 2,- and a counter-clockwise adjustment of the cam follower advances the spark while a clockwise adjustment retards the sparlr. This adjustment of the turn table isautomatically effected by the liquid transmission device.

Tn the construction shown a gear wheel 18 is secured to the top face oi the hub portion of the secondary member l and meshes with a segmental gear member 19 which has an outwardly extending arm pivoted to the shell 7 and carries an upwardly extending operating pin 20 in the end of the arm outside the pivot. This pin 20 engages in a slot application the primary member carries the idler of the distributor system in an outwardly projecting portion in the turntable 17, the shell 7 being cut away to receive these operating projecting portions ot the segment and turntable. The segment 19 and its co-operating parts are biased by a coil spring 21 which connects at one end to the segment and at the other end to the shell 7, the bias being in the direction tor moving the turntable ll to the position of greatest retard of? the spark. A suitable cover 22 completes the device.

The torque of the secondary member increases with the speed of the primary menu her. The transmission will be so regulated that at low engine speeds the torque otthe secondary member will not be sufficient to overcome the tension of the spring 21. As the engine speeds up the primary member exercises more and more drag upon the secondary member with the result that the gear wheel 18' and thesegment 19 are rotated more and more in a clockwise direction against the tension of the spring 21. This movement of the segment 19 on its pivot rota-tes the turntable 17 in a counter clockwise direction through the engagement of the pin 530 in the slot in the turntable and the cam lf'olhwver ill is correspondingly rotated in a counter clockwise direction and the spark is accordingly advanced. As the engine slows down and the drag upon the second ary member decreases, the spring 21 retracts the segment 19 and rotates the-turntable 17 in a counter clockwise direction, thereby retarding the spark.

lit it is desired to modify this automatic adjustment of the spark the link 13 is manually operated to angularly adjust the shell 7 about the shall; i. This adjustment serves to move the pivot of the segment 19, the fulcrum being at the point of engagement of the gear teeth. The pin 20 is moved with the pivot and the turntable 17 is correspondingly adjusted. If it is desired to subtract trom the automatic spark advance, the shell 2' is moved in a clockwise direction as viewed in Figure 2, while the shell is moved in the opposite direction to add to the automatic advance of the spark.

Tn the construction shown in Figures 3 to 10, inclusive, the liquid transmission device and the breaker system are on separate parallel shafts driven from a common countershatt. The turntable carrying the breaker system is pivoted eccentrically on the axis ot the earn, the pivot being so located that the movement of the operating face of the cam follower is along an oblique line at substantially the same angle to the tangent to the cam periphery as is the leading face of the cam, with the result that the adjust ment of the turntable merely serves to regulate the electrical dwell without affecting the occurrence of the spark. To control the spark occurrence governor controlled means lOll are provided for rotating the cam upon its axis relative to the cam follower.

The breaker cam shaft 23 which carries the cam 2 on its 11 per end, and the trans; mission drive sha t 1 are coupled to be driven from an engine driven countershaft 24 bearing in the ends of a suitable casing 25. The shaft 24 is surrounded internally of the casing by a sectional sleeve, the end sections 26 and 27 of which are preferably fixed to the shaft to rotate with the shaft, and abutting against these sections are two worm sections 28 and 29 which are provided with worms 30 and 31 respectively. The central clutch sleeve section 32 couples the worm sections 28 and 29 and is rotatively connected to the countershaft 24 by a pin 33 which is best shown in Figure 10. Through these connections the rotation of the shaft 24 is transmitted to the worms 30 and 31. The worm 31 meshes with the worm wheel 34 on the drive shaft 1 and the worm 30 meshes with the worm wheel 35 on a sleeve 36 surrounding the lower end of the is coupled to the cam shaft 23 through the governor mechanism which will now be described.

The sleeve 36 carries on its upper end an irregularly shaped plate 37 which carries three lamlnated centrifugal weights 38, the top lamination being somewhat longer than the lower one. These weights are pivoted on pins 39 carried by the plate 37, and are normally held in their contracted positions shown in Figures 6 and 8 by coil springs 40 which at one endengage pins 41 on the under side of the plate 37 and at their other ends engage pins 42 carried by the weights, one of which pins 42 extends through an opening provided in the plate 37 which is large enough to permit the centrifugal movement of the weight, while the other two pins 42 operate in recesses cut in the plate 37. The lower lamination of the weights are shaped to engage over the teeth of a three toothed gear member 43 which is carried by the cam shaft 23.

As the sleeve 36 is rotated the centrifugal weights carry with them the gear member 43 through the connection above described, and the cam shaft and cam are thereby rotated. When the speed of the engine rises sufficiently to cause the centrifugal force of the governor weights to overcome the tension of the springs 40, the weights fly out as shown in Figure 7 and this movement imparts an angular movement to the gear 43 and hence to the cam 2, and it is this movement which automatically regulates the occurrence of the spark.

Manually controlled means are provided for adding to or subtracting from this automatic adjustment of the cam. For this purpose, in the construction shown, a longitudinally adjustable collar 44 surrounds the clutch section 32 of the sleeve, and carries the pin 33 which rotatively secures the sleeve section and shaft 24. To permit of the longitudinal adjustment of the collar 44, the shaft 24 is provided with a longitudinal axial slot 45 and the sleeve section 32 is To longitudinally adjust the collar 44 I upon the sleeve section 32 a transverse rock shaft 47 is provided above the sleeve 32 and bearing in the side walls of the casing 25. A manually controlled crank 48 is fixed on one end of the rock shaft 47 outside of the casing. A yoke or fork member 49 is car ried by the rock shaft and has two opposite inwardly projecting fingers which engage between the flanges of the collar 44. Actuation of the crank 48 thereby serves to adjust the collar 44 and manually regulate the occurrence of the spark.

The shafts 1 and 23 bear at the lower ends in suitable anti-friction bearings in' the bottom wall of the casing 25, and at their upper ends they bear in suitable anti-friction bearings in an intermediate horizontal wall 50. Above this wall 50 is arranged the liquid transmission mechanism on the shaft 1 and the breaker mechanism surrounding the cam shaft 23, the two mechanisms being in substantially the same horizontal plane. The turntable 51 carrying the breaker mechanism is pivoted to the wall 50 eccentrically of the axis of the shaft 23, the pivot being so located that the cam follower 52 will move during the adjustment of the turntable upon its pivot in an arc of which the leading face of the cam as shown in Figure 3 is a chord. In other words the pivotal axis of the turntable is located in a line normal to the leading face of the cam in the position shown bisecting the line connecting the positions of the face of the cam follower in its two extremes of adjustment. As above pointed out adjustment of the cam follower along this line serves merely to regulate the electrical dwell. A

If the cam follower is moved nearer to the peak of the cam lobe, as it should be with an increase of engine speed, it is manifest that the breaker contacts53 and '54 are held open for a less portion of the period of actuation of the cam follower by each cam lobe. Assuming for instance that in the position of the cam follower shown till in Figure 3 the cam-follower is held raised and the contact thereby broken for 45 de= grees of the t0 angular degrees of each lobe, it follows that the contacts are closed for 15 degrees, which is the period ct electrical dwell. At slow engine speeds this 15 degrees is sullicient to fully energize the coil, but in order to maintain the time of dwell substantially constant as the speed oi the engine increases, it is necessary to increase the angular distance of the dwell which necessitates a corresponding decrease in the portion of the open position ol the contacts.

This regulation is efiected by swinging the turntable 51 in a clockwise direction about its pivot. The turntable 51 is normally held against a stop 55 by a spring 56, which is the position Oil the least angle of electrical dwell. To swing the turntable in a clockwise direction upon its pivot against the tension of the spring 56 as the speed of the engine increases, operating means are provided which are actuated by the secondary member l of the liquid trans mission device. ln the construction shown these means comprise a pivoted lever 5?, one end of which is in the path of an abutment '58 on the secondary member t and the other end cl which, carries a depending roller 5? in position to engage and actuate the turntable, The lever 5'? is normally retracted against a stop 60 by a spring 61.

The lever 5'? is also arranged in control of the primary ignition circuit, A spring contact 62 in this circuit is adapted to engage the insulated conductor strip 63 on the turntable which carries the stationary breaker contact 54tand thereby completes the ignition circuit trom'the battery 64, conductor 65, spring contact 62, conductor strip 63, breaker contacts and 53, spring arm 66, insulated plate or and conductor 68 ground. When unrestrained the resiliency oi the spring contact 62 will cause it vto brealrjcontact with the strip 63, as shown in Figure 3; The. initial movement of the lever 5'3- causes the roller 59 tobear against the end of the spring contact 62 and press it into engagement with the strip 63 and thereby close the primary circuit, and the retractionot the lever 57 under the influence of the spring 61, which immediately occurs when the'engine stops, permits the spring contact 62 to spring back and open the primary circuit, thereby conserving the battery supply when the engine is not running This feature of my invention is described and claimed in my said co-pending application Serial No. 314,643,

The liquid transmission device is made suliiciently sensitive to effect the closing of the primary circuit'as abowi described at lowest engine speed, while a substantial increase in engine speed is required to overcome the'additional tension of the spring naaaooe 56 and effect a rotative movement ot' the turntable 5L When this critical engine speed is attained, the drag upon the secondary member 4- is sufficient to cause the abutment 58 to swing the lever 57 about on its. axis and-thus rotate the turntable 51 in the direction to move'the operating face of the cam -follower obliquely "from the center of the cam along the line above described, while the spring 55 retracts the turntable as the speed of the engine and consequently the pressure of the roller 59 upon the spring contact 62- decreases in this way the breaker mechanism is adjusted through. mechanism responsive to the speed of the engine.

'lhe lever 57 also operates as a lock-out to pr vent the actuation ol the starter whiletoe engine is running, this feature being the subject matter of divisional application Serial Number l-7,411, filed December 26, 191%. In the form shown the starter lever 69 operates a pivoted lever 70 carrying a knife contact 1 1 and having an extension 72 bcyondthe pivot. The lever 57 has a nose 73- which in the retracted position in the lever is out or" the path of the projection 72, but the first slight movement of the lever 57 under. the influence of the abutment 58 causes the nose 73 to move into the path oi the projection 72 and thereby prevent toe actuation of the starter lever so while the engn'ie is running. To supply ignition for starting at the time when the projection 72 is under the nose 73 and thus locks out the lever 5?, there is provided a suitable shunt or branch circuit. 63 as shown, between the battery and the conductor strip 63 including a manually operated switch or contact buttontfi and this shunt circuit will be closed while the engine is being cranlred.

ln the illustrated system the lever 57 also controls the lighting circuit as shown in Figure 3, to effect an automatic dimming-ct the light when the engine is not running and to effect full illumination when the engine is running, For this purpose the manual switch it will be placed in contact with stationary contact 75, and the circuit is so arranged that the resistance 76 will be included in the light circiiit when the engine is not running and will be excluded when the engine is running. The movement of the spring contact 62 against its bias by the lever 5'? also closes contact with the spring contact arm 77. it will be observed that when contact is broken between the members 62 and '27, which is the condition when the engine is not running and the lever 57 is retracted the circuit through the lamps is as follows: from the battery 64, the conductor65, conductor 78, resistance 76, conductor 79, Switch Yd contact C 5 conductor 80' and conductor 81 through the lamps 82 in lllll parallel to ground. Since this circuit includes the resistance 76 the lights will be dim. When the engine is running and the contact is closed between member 72 and 77, the circuit through the lamps is as follows: from battery 64, through conductor contacts 62 and 77, conductor79, switch 74, contact 75 and conductors 8O rnd 81 through the lamps to ground. Since this circuit does not include the resistance 76,

- the lamps will be bri ht.

If this automatic imming feature is not desired, the system includes the usual manually controlled lighting circuit. For this purpose the switch 74 may be made to bridge the segmental contact 83 and either the stationary contact 84 and 85, the latter of which is connected to the conductor while the two are connected by the resistance 86. .If it is desired to dim the lights the switch 74 is turned to the contact 84, the lighting circuit then being as follows: from battery 64 through conductors 65- and 78, segmental contact 83, switch 74, contact 84, resistance 86, contact 85, and conductors 80 and 81 through the lamps in parallel to ground. If it is desired to give the lamps full illumination the switch 74 is turned to the contact 85, whereupon the lighting circuit is the same as previously described with the exception o the exclusion of the resistance 86. This lighting system forms the subject matter of divisional application Serial No. 347,412, filed December 26, 1919.

In the modification shown in Figure 11, the pivotal axis of the turntable 51 is so located that the angular movement of the turntable regulates both the occurrence of the spark and the relative angle of electrical dwell, which construction is described and claimed in the said 00- ending ap lication of James C. Anderson, erial N um r 319,- 092. In this construction the movement of the operating face of the cam follower as the turntable is swung about its pivot is along a diagonal line at an angle to the tangent to the cam peri hery less than that of the leading face of t e cam lobe. Since the adjustment of the turntable regulates both the occurrence of the spark and the relative angle of electrical dwell, the automatic governor construction shown and above described with reference to Figures 3 to 10. inclusive, is unnecessary and will therefore not be included in this construction. Instead the cam shaft 23 will carry the worm wheel 35 and will be driven directly by the worm 30. The breaker cam 87 shown in this construction is of the type described and claimed in the said co-pending application of James C. Anderson, in which the leading face is at a greater angle to the tangent to the cam periphery than is the trailing face. It is clear that as the lever 57 is swung about its pivot by the abutment 58 it will first close the contact between the members 62 and 63, thus closing the primary ignition circuit, and will thereafter rotate the turntable 51 more or less in a counter clockwise direction against the tension of the spring 56, thereby effecting the regulation of the s ark and electrical dwell above described. The first movement of the turntable will cause a spring arm 88 to engage a stationary pin 89 whichis carried by the wall 50 and protrudes through a slot 90 in the turntable. A continued movement of the turntable produces tension upon this spring arm, causing it to resiliently press the bearing member 91 on top of the spring arm 92 which carries the cam follower and the movable breaker contact, and thus create increasing spring tension to hold the contacts closed as the speed of the engine increases. This feature of my invention, which is described and claimed co-pending application Number 314,-

in m

643, has the merit of providing at all times only the closing tension for the contact that is required to overcome the inertia of the movable parts sufiiciently quickly to allow the contacts to close at the different engine speeds, and eliminates the wear upon the parts which is incident to constructions in which a spring of uniform tension is used, since in such a construction the spring must manifestly 'be strong enough to close the contacts at the highest engine speeds, and therefore supplies a surplus of closing tension for low engine speeds.

It is obvious that my invention is in no wise limited to the particular construction illustrated in the drawings and above particularly described, but that it may be variously, otherwise embodied within the scope of my invention as pointed out in the appended claims.

I claim:

1. For an internal combustion engine, a breaker mechanism comprising a rotative breaker cam, a breaker system including a pair of breaker contacts in an ignition circuit, one of the contacts being movable, and a cam follower arranged to control the movable contact, an adjustable supporting plate for the breaker system, a primary member driven at a speed commensurate with that of the engine, and a secondary member arranged'to have a drag imparted to it by the primary member and operatively connected to the supporting plate to control the position thereof.

2. For an internal combustion engine, a breaker mechanism comprising a rotative breaker cam, a breaker system including a pair of breaker contacts in an ignition circuit, one of the contacts being movable, and a cam follower arranged to control the movable contact, a supporting plate for the breaker system pivoted for angular adjustment relative to the cam, a "rotative primary member connected to be driven by the engine, and a rotative secondary member arranged to have a drag imparted to it by the primary member and operatively connected to the supporting plate to control the angular position thereof, 7

3'. For an internal combustion engine, a breaker mechanism comprising a rotative breaker cam, a breaker system including a pair of breaker contacts in an ignition" circuit, one of the contacts being movable, and a cam follower arranged to control the movable contact, a supporting plate for the breaker system pivoted for angular adjustment relative to the cam, a rotative primary member connected to be driven by the engine, a rotative secondary member in proximity to the primary member opera tively connected to the supporting plate and biased in one direction, and a liquid coupling thetwo members and operative to transmit a torque from the primary member and cause the secondary member to rotate against its bias.

i. For an internal combustion engine, a breaker mechanism comprising a rotative breaker cam, a breaker system including a pair of breaker contacts in an ignition circuit, one of the contacts being movable, and a cam follower arranged to control the movable contact, a supporting plate for the breaker system pivoted for angular adjustment relative to the cam, resilient retractile means influencing the supporting plate to a biased angular position, a shaft connected to be driven by the engine, a cup member operatively connected to the shaft, a liquid contained in the cup member, and a rotative secondary member in proximity to the cup member and coupled thereto by the liquid and having operative connection with the supporting plate to move the same against its bias.

5. For an internal combustion engine, a rotative breaker cam driven by the engine, a cam follower operative to open and close an ignition circuit and adjustable in a path eccentric to the axis of the cam, a primary member driven at a speed commensurate with that of the engine, and a secondary member arrangedto have a drag imparted to it by the primary member and operatively connected to the cam follower to control the position thereof.

6. For an internal combustion engine, a breaker mechanism comprising a rotative breaker cam, a breaker system including a pair of breaker contacts in an ignition circuit, one of the contacts being movable, and a cam follower arranged to control the movable contact, a supporting plate for the breaker system pivoted eccentrically to the axis of the cam, a rotative primary member connected to be driven by the engine, and a rotative secondary member arranged to have a drag imparted to it by the primary member and operatively connected to the supporting plate to control the angular position thereof.

7. For an internal combustion engine, a breaker mechanism comprising an engine driven shaft and a rotative breaker cam having operative connection with the shaft and angularly adjustable with respect thereto, a breaker system including a pair of breaker contacts in an ignition circuit, one of the contacts being movable, and a cam follower arranged to control the movable contact, a supporting plate for the breaker system pivoted for angular adjustment relative to the cam, automatic means controlled by the speed of the engine for angularly adjusting the supporting plate about the cam, and means independent of said automatic means .for angularly adjusting the cam relative to the shaft.

8. For an internal combustion engine, a breaker mechanism comprising an engine driven shaft and a rotative breaker cam having operative connection with the shaft and angularly adjustable with respect thereto, a breaker system including a pair of breaker contacts in an ignition circuit, one of the contacts being movable, and a cam follower arranged to control the movable contact, a

supporting plate for the breaker system pivoted for angular adjustment relative to the cam, automatic means controlled by the speed of the engine for angularly adjusting the supporting plate about the cam, and a second automatic means controlled by the speed of the engine for angularly adjusting the cam relative to the shaft.

9. For an internal combustion engine, a breaker mechanism comprising a drive shaft operated by the engine, a primary member thereon, a rotative secondary member arranged to have a drag imparted to it by the primary member, resilient means opposing said drag, a breaker cam shaft adjacent the drive shaft, a supporting plate pivoted ec' centrically to the axis of the breaker cam shaft, a breaker system carried by the supporting plate and including a pair of breaker contacts in an ignition circuit, one of the contacts being movable, and a cam follower arranged to control the movable contact, and connecting means between the secondary member and the supporting plate.

10. For an internal combustion engine, a breaker mechanism comprising a drive shaft operated by the engine, a primary member thereon, a rotative secondary member arranged to have a drag imparted to it by the primary member, resilient means opposing said drag, a breaker cam shaft adjacent the drive shaft, a sleeve member surrounding the breaker cam shaft and connected to be driven by the engine, a centrifugal member 10 tacts being movable, and a cam follower arranged to control the movable contact, and connecting means between the secondary member and the supporting plate.

In Witness whereof I subscribe my signature in the presence of two Witnesses.

RICHARD VARLEY.

Witnesses:

J. Gno. MEYERS, N. P. HAMILTON. 

